Human-powered vehicle control device

ABSTRACT

A human-powered vehicle control device includes an electronic controller that is configured to control a motor that assists in propulsion of a human-powered vehicle and that stops assisting in the propulsion of the human-powered vehicle at a timing suitable for a state of the human-powered vehicle or a state of a road. The electronic controller drives the motor in correspondence with a human drive force upon determining a traveling speed of the human-powered vehicle is less than a predetermined speed that is higher than 0 km/h. The electronic controller varies the predetermined speed in correspondence with at least one of a state of the human-powered vehicle and a state of a road on which the human-powered vehicle travels. The electronic controller does not assist the propulsion of the human-powered vehicle upon determining the traveling speed of the human-powered vehicle is greater than or equal to the predetermined speed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to Japanese Patent Application No.2018-022443, filed on Feb. 9, 2018. The entire disclosure of JapanesePatent Application No. 2018-022443 is hereby incorporated herein byreference.

BACKGROUND Technical Field

The present invention generally relates to a human-powered vehiclecontrol device.

Background Information

The human-powered vehicle includes a motor assisting propulsion of ahuman-powered vehicle and an electronic controller configured to controlthe motor. The electronic controller does not assist in the propulsionof the human-powered vehicle by the motor in a case where a vehiclespeed of the human-powered vehicle is greater than or equal to apredetermined speed (refer to, for example, Japanese Laid-Open PatentPublication No. 10-59260).

SUMMARY

It is preferred that the timing of stopping the assistance of thepropulsion of the human-powered vehicle by the motor be changed in asuitable manner in accordance with a state of the human-powered vehicleor a state of the road. One object of the present disclosure is toprovide a human-powered vehicle control device configured to stop theassistance of the propulsion of a human-powered vehicle at a timingsuitable for at least one of a state of a human-powered vehicle and astate of a road.

A human-powered vehicle control device in accordance with a first aspectof the present disclosure comprises an electronic controller configuredto control a motor that assists in propulsion of a human-poweredvehicle. The electronic controller is further configured to drive themotor in correspondence with human drive force upon determining atraveling speed of the human-powered vehicle is less than apredetermined speed that is higher than 0 km/h. The electroniccontroller is further configured to vary the predetermined speed incorrespondence with at least one of a state of the human-powered vehicleand a state of a road on which the human-powered vehicle travels, andthe electronic controller is further configured to restricts assistanceof the propulsion of the human-powered vehicle upon determining thetraveling speed of the human-powered vehicle is greater than or equal tothe predetermined speed.

In accordance with the first aspect, the assistance of the propulsion ofthe human-powered vehicle can be stopped at a timing suitable for atleast one of the state of the human-powered vehicle and the state of theroad on which the human-powered vehicle travels.

In accordance with a second aspect of the present disclosure, thehuman-powered vehicle control device according to the first aspect isconfigured so that the state of the human-powered vehicle includes afirst state and a second state that differs from the first state, andthe electronic controller is further configured to set the predeterminedspeed to a first predetermined speed in the first state. The electroniccontroller is further configured to set the predetermined speed to asecond predetermined speed that is lower than the first predeterminedspeed in the second state.

In accordance with the second aspect, a plurality of predeterminedspeeds can be set in correspondence with the state of the human-poweredvehicle. Therefore, a predetermined speed suitable for the state of thehuman-powered vehicle can be set.

In accordance with a third aspect of the present disclosure, thehuman-powered vehicle control device according to the second aspect isconfigured so that the first predetermined speed is a fixed value.

In accordance with the third aspect, the assistance of the propulsion ofthe human-powered vehicle can be executed or stopped in an ensuredmanner.

In accordance with a fourth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto third aspects is configured so that the electronic controller isfurther configured not to drive the motor upon determining thehuman-powered vehicle is traveling at a traveling speed exceeding thepredetermined speed.

In accordance with the fourth aspect, erroneous assistance of thepropulsion of the human-powered vehicle can be prevented.

In accordance with a fifth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto fourth aspects is configured so that the state of the human-poweredvehicle includes at least one of a state of the traveling speed of thehuman-powered vehicle, a state of an angle of the human-powered vehicle,a state of a handlebar steering angle of the human-powered vehicle, anda turning state of the human-powered vehicle.

In accordance with the fifth aspect, a predetermined speed suitable forthe state of the human-powered vehicle can be set.

In accordance with a sixth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto fifth aspects is configured so that the electronic controller isfurther configured to vary the predetermined speed in correspondencewith the traveling speed of the human-powered vehicle and at least oneof a handlebar steering angle of the human-powered vehicle and an angleof the human-powered vehicle.

In accordance with the sixth aspect, the predetermined speed is variedin correspondence with whether the human-powered vehicle is in astraight state or a turning state and the state of the traveling speedof the human-powered vehicle, which serve as the state of thehuman-powered vehicle. This allows the predetermined speed to be set soas to be suitable for finer states of the human-powered vehicle.

In accordance with a seventh aspect of the present disclosure, thehuman-powered vehicle control device according to the fifth or the sixthaspect is configured so that the angle of the human-powered vehicleincludes at least one of a yaw angle, a pitch angle, and a roll angle.

In accordance with the seventh aspect, the state of the angle of thehuman-powered vehicle can be suitably detected.

In accordance with an eighth aspect of the present disclosure, thehuman-powered vehicle control device according to the fifth or theseventh aspect is configured so that the electronic controller isfurther configured to vary the predetermined speed in correspondencewith the angle of the human-powered vehicle.

In accordance with the eighth aspect, a predetermined speed suitable forthe state of the angle of the human-powered vehicle can be set.

In accordance with a ninth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the fifth,seventh, and eighth aspect is configured so that the electroniccontroller is further configured to set the predetermined speed to afirst predetermined speed upon determining a roll angle serving as theangle of the human-powered vehicle is less than a first roll angle, andthe electronic controller is further configured to set the predeterminedspeed to a second speed that is lower than the first predetermined speedupon determining the roll angle is greater than or equal to the firstroll angle.

In accordance with the ninth aspect, a predetermined speed suitable forthe state of the angle of the human-powered vehicle can be set.

In accordance with a tenth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the fifth,seventh, and eighth aspect is configured so that the electroniccontroller is further configured to set the predetermined speed to afirst predetermined speed upon determining the handlebar steering angleof the human-powered vehicle is less than a first steering angle, andthe electronic controller is further configured to set the predeterminedspeed to a second speed that is lower than the first predetermined speedupon determining the handlebar steering angle is greater than or equalto the first steering angle.

In accordance with the tenth aspect, a predetermined speed suitable forthe state of the handlebar steering angle of the human-powered vehiclecan be set.

In accordance with an eleventh aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the fifth,and the eighth to tenth aspects is configured so that the electroniccontroller is further configured to detect that the human-poweredvehicle is in the turning state from the traveling speed of thehuman-powered vehicle and at least one of the angle of the human-poweredvehicle and the handlebar steering angle of the human-powered vehicle.

In accordance with the eleventh aspect, the turning state of thehuman-powered vehicle can be detected in a preferred manner.

In accordance with a twelfth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the fifth,and the eighth to eleventh aspects is configured so that in a case wherethe human-powered vehicle is in the turning state, the electroniccontroller is further configured to set the predetermined speed to thetraveling speed of the human-powered vehicle at a time point in whichthe turning state of the human-powered vehicle started upon determiningthe human-powered vehicle is in the turning state.

In accordance with the twelfth aspect, a predetermined speed suitablefor the turning state of the human-powered vehicle can be set.

In accordance with a thirteenth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the fifth,and the eighth to eleventh aspects is configured so that the electroniccontroller is further configured to set the predetermined speed to anaverage value of the traveling speed of the human-powered vehicle for aperiod from a time point in which the turning state of the human-poweredvehicle started until a predetermined time upon determining thehuman-powered vehicle is in the turning state.

In accordance with the thirteenth aspect, a predetermined speed suitablefor the turning state of the human-powered vehicle can be set.

In accordance with a fourteenth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the fifth,and the eighth to eleventh aspects is configured so that the electroniccontroller is further configured to set the predetermined speed to anaverage value of the traveling speed of the human-powered vehicle for acase where the human-powered vehicle travels over a distance from apredetermined location to a location where the turning state of thehuman-powered vehicle started upon determining the human-powered vehicleis in the turning state.

In accordance with the fourteenth aspect, a predetermined speed suitablefor the turning state of the human-powered vehicle can be set.

In accordance with a fifteenth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the fifth,and the eighth to fourteenth aspects is configured so that theelectronic controller is further configured to vary the predeterminedspeed during at least part of a period from a time point in which theturning state of the human-powered vehicle started until a time point inwhich the turning state ended.

In accordance with the fifteenth aspect, the predetermined speed can bevaried to an appropriate predetermined speed according to the turningstate during turning of the human-powered vehicle.

In accordance with a sixteenth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the fifthand the eighth to fifteenth aspects is configured so that the electroniccontroller is further configured to vary the predetermined speed incorrespondence with a stable state of the human-powered vehicle upondetermining the human-powered vehicle is in the turning state.

In accordance with the sixteenth aspect, the predetermined speed can bevaried in correspondence with the turning state of the human-poweredvehicle during turning of the human-powered vehicle.

In accordance with a seventeenth aspect of the present disclosure, thehuman-powered vehicle control device according to the sixteenth aspectis configured so that the electronic controller is further configured tovary the predetermined speed based on the stable state, which includesan oversteering state in which the human-powered vehicle is oversteeringwhile in the turning state, an understeering state in which thehuman-powered vehicle is understeering while in the turning state, and astable traveling state in which the oversteering or the understeeringhas been reduced.

In accordance with the seventeenth aspect, the predetermined speed canbe varied in correspondence with the turning state of the human-poweredvehicle during turning of the human-powered vehicle.

In accordance with an eighteenth aspect of the present disclosure, inthe human-powered vehicle control device according to the seventeenthaspect, the electronic controller is further configured to vary thepredetermined speed so that the stable state of the human-poweredvehicle approaches the stable traveling state.

In accordance with the eighteenth aspect, the assistance of thepropulsion of the human-powered vehicle can be controlled so that aposture of the human-powered vehicle stabilizes during turning of thehuman-powered vehicle.

In accordance with a nineteenth aspect of the present disclosure, thehuman-powered vehicle control device according to the seventeenth or theeighteenth aspect is configured so that the electronic controller isfurther configured to lower the predetermined speed upon determining thestable state is the understeering state.

In accordance with the nineteenth aspect, the human-powered vehicleeasily enters the stable traveling state during turning of thehuman-powered vehicle.

In accordance with a twentieth aspect of the present disclosure, thehuman-powered vehicle control device according to the seventeenth or theeighteenth aspect is configured so that the electronic controller isfurther configured to raise the predetermined speed upon determining thestable state is the oversteering state.

In accordance with the twentieth aspect, the human-powered vehicleeasily enters the stable traveling state during turning of thehuman-powered vehicle.

In accordance with a twenty-first aspect of the present disclosure, thehuman-powered vehicle control device according to the seventeenth or theeighteenth aspect is configured so that the electronic controller isfurther configured not to vary the predetermined speed upon determiningthe stable state is the stable traveling state.

In accordance with the twenty-first aspect, the human-powered vehiclecan maintain the stable traveling state during turning of thehuman-powered vehicle.

In accordance with a twenty-second aspect of the present disclosure, thehuman-powered vehicle control device according to any one of thesixteenth to twenty-first aspect is configured so that the electroniccontroller is further configured to calculate the stable state of thehuman-powered vehicle in correspondence with the traveling speed of thehuman-powered vehicle and at least one of a handlebar steering angle ofthe human-powered vehicle, an angle of the human-powered vehicle, and awheelbase of the human-powered vehicle.

In accordance with the twenty-second aspect, the stable state of thehuman-powered vehicle can be detected in a preferred manner.

In accordance with a twenty-third aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the fifth,and the eighth to twenty-second aspect is configured so that theelectronic controller is further configured to vary the predeterminedspeed to a predetermined speed that was set before being varied in theturning state upon determining the turning state of the human-poweredvehicle has ended.

In accordance with the twenty-third aspect, the predetermined speed canbe varied to a predetermined speed suitable for a state in which thehuman-powered vehicle is not turning state, for example, in a state inwhich the human-powered vehicle is traveling straight.

In accordance with a twenty-fourth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto fifteenth aspect is configured so that the electronic controller isfurther configured to vary the predetermined speed in correspondencewith a road surface resistance of the road.

In accordance with the twenty-fourth aspect, the predetermined speed canbe varied to a predetermined speed suitable for the state of the road onwhich the human-powered vehicle travels.

In accordance with a twenty-fifth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto fifteenth aspects and the twenty-fourth aspect further comprisesstorage having a plurality of road surface resistance values that areselectable in correspondence with the road, and the electroniccontroller is further configured to vary the predetermined speed basedon a selected road surface resistance value from the road surfaceresistances prestored in the storage in which the selected road surfaceresistance corresponds to the road.

In accordance with the twenty-fifth aspect, the predetermined speedsuitable for the state of the road on which the human-powered vehicletravels can be set from the road surface resistances prestored in thestorage in which the selected road surface resistance corresponds to theroad.

In accordance with a twenty-sixth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto fourth aspects is configured so that the electronic controller isfurther configured to vary the predetermined speed as the human-poweredvehicle approaches a curve in the road.

In accordance with the twenty-sixth aspect, the predetermined speed canbe varied before the human-powered vehicle turns in a case where theprobability of the human-powered vehicle turning is high.

In accordance with a twenty-seventh aspect of the present disclosure, inthe human-powered vehicle control device according to any one of thefifth, and the eighth to twenty-sixth aspects further comprises storagehaving first, second and third predetermined speeds prestored as thepredetermined speed. The second predetermined speed is lower than thefirst predetermined speed, and the third predetermined speed differsfrom the second predetermined speed. The electronic controller isfurther configured to set the predetermined speed to the thirdpredetermined speed upon determining a braking operation is performed onthe human-powered vehicle as the human-powered vehicle approaches acurve in the road or while the human-powered vehicle is in a turningstate.

In accordance with the twenty-seventh aspect, the assistance of thepropulsion of the human-powered vehicle by the motor is limited in acase where the probability the human-powered vehicle being turned ishigh and if a braking operation is performed in a case where thehuman-powered vehicle is in the turning state.

In accordance with a twenty-eighth aspect of the present disclosure, thehuman-powered vehicle control device according to any one of the firstto fourth, seventh and eighth aspects is configured so that theelectronic controller includes storage having first, second and thirdpredetermined speeds prestored as the predetermined speed. The secondpredetermined speed is lower than the first predetermined speed, and athird predetermined speed differs from the second predetermined speed.The electronic controller is further configured to set the predeterminedspeed to the third predetermined speed upon determining a brakingoperation is performed on the human-powered vehicle.

In accordance with the twenty-eighth aspect, in a case where the brakingoperation is performed on the human-powered vehicle, that is, in a casewhere the user wishes to lower the speed of the human-powered vehicle,the speed of the human-powered vehicle can be rapidly lowered to limitthe assistance of the propulsion of the human-powered vehicle by themotor.

A human-powered vehicle control device in accordance with a twenty-ninthaspect of the present disclosure comprises an electronic controllerconfigured to control a motor that assists in propulsion of ahuman-powered vehicle. The electronic controller is further configuredto control the motor to restrict assistance of the propulsion of thehuman-powered vehicle upon determining a braking operation is performedon the human-powered vehicle while the human-powered vehicle is in aturning state.

In accordance with the twenty-ninth aspect, the assistance of thepropulsion of the human-powered vehicle by the motor can be limited in acase where the braking operation is performed during the turning stateof the human-powered vehicle.

A human-powered vehicle control device according to the presentdisclosure can stop the assistance of the propulsion of a human-poweredvehicle at a timing suitable for at least one of a state of ahuman-powered vehicle and a state of a road.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the attached drawings which form a part of thisoriginal disclosure.

FIG. 1 is a side elevational view of a bicycle including a human-poweredvehicle control device according to a first embodiment.

FIG. 2 is a block diagram showing an electrical configuration of thehuman-powered vehicle control device of FIG. 1.

FIG. 3 is a flowchart of a basic control executed by the human-poweredvehicle control device.

FIG. 4 is a flowchart of a first change control executed by thehuman-powered vehicle control device.

FIG. 5 is a flowchart of a first example of the first change controlexecuted by the human-powered vehicle control device.

FIG. 6 is a flowchart of a second example of the first change controlexecuted by the human-powered vehicle control device.

FIG. 7 is a flowchart of a third example of the first change controlexecuted by the human-powered vehicle control device.

FIG. 8 is a flowchart of a second change control executed by thehuman-powered vehicle control device.

FIG. 9 is a flowchart of a third change control executed by thehuman-powered vehicle control device.

FIG. 10 is a flowchart of change control executed by the human-poweredvehicle control device according to a second embodiment.

FIG. 11 is a flowchart of change control executed by the human-poweredvehicle control device according to a third embodiment.

FIG. 12 is a flowchart of change control executed by the human-poweredvehicle control device according to a fourth embodiment.

FIG. 13 is a flowchart of change control executed by the human-poweredvehicle control device according to a fifth embodiment.

DETAILED DESCRIPTION OF EMBODIMENTS

Selected embodiments will now be explained with reference to thedrawings. It will be apparent to those skilled in the bicycle field fromthis disclosure that the following descriptions of the embodiments areprovided for illustration only and not for the purpose of limiting theinvention as defined by the appended claims and their equivalents. Thephrase “at least one of” as used in this disclosure means “one or more”of a desired choice. For one example, the phrase “at least one of” asused in this disclosure means “only one single choice” or “both of twochoices” if the number of its choices is two. For another example, thephrase “at least one of” as used in this disclosure means “only onesingle choice” or “any combination of equal to or more than two choices”if the number of its choices is equal to or more than three. Also, itwill be understood that although the terms “first” and “second” may beused herein to describe various components, these components should notbe limited by these terms. These terms are only used to distinguish onecomponent from another. Thus, for example, a first component discussedabove could be termed a second component and vice versa withoutdeparting from the teachings of the present invention.

First Embodiment

A human-powered vehicle 10 including a human-powered vehicle controldevice 50 according to a first embodiment will be described withreference to FIG. 1. Hereinafter, the human-powered vehicle controldevice 50 will be described simply as the control device 50. The controldevice 50 is provided on the human-powered vehicle 10. The human-poweredvehicle 10 is a vehicle that can be driven by at least human driveforce. The human-powered vehicle 10 includes, for example, a bicycle.The human-powered vehicle 10 also includes a unicycle and a vehiclehaving three or more wheels, for example, and the number of wheels isnot limited. The bicycle includes, for example, a mountain bike, a roadbike, a city bike, a cargo bike, and a recumbent bike. The human-poweredvehicle 10 of the embodiment will hereafter be described as a bicycle.

The human-powered vehicle 10 includes a crank 12 and a drive wheel 14.The human-powered vehicle 10 further includes a frame 16. The humandrive force H is input to the crank 12. The crank 12 includes acrankshaft 12A rotatable relative to the frame 16 and a pair of crankarms 12B provided on two axial ends of the crankshaft 12A. A pedal 18 isconnected to each of the crank arms 12B. The drive wheel 14 is driven bythe rotation of the crank 12. The drive wheel 14 is supported by theframe 16. The crank 12 and the drive wheel 14 are connected by a drivemechanism 20. The drive mechanism 20 includes a first rotary body 22coupled to the crankshaft 12A. The crankshaft 12A and the first rotarybody 22 can be coupled by a first one-way clutch. The first one-wayclutch is configured so as to rotate the first rotary body 22 forward ina case where the crank 12 rotates forward and not to rotate the firstrotary body 22 backward in a case where the crank 12 rotates backward.The first rotary body 22 includes a sprocket, a pulley, or a bevel gear.The drive mechanism 20 further includes a linking member 26 and a secondrotary body 24. The linking member 26 transmits the rotational force ofthe first rotary body 22 to the second rotary body 24. The linkingmember 26 includes, for example, a chain, a belt, or a shaft.

The second rotary body 24 is connected to the drive wheel 14. The secondrotary body 24 includes a sprocket, a pulley, or a bevel gear. It ispreferable that a second one-way clutch is provided between the secondrotary body 24 and the drive wheel 14. The second one-way clutch isconfigured so as to cause the drive wheel 14 to rotate forward in a casewhere the second rotary body 24 rotates forward, and not to cause thedrive wheel 14 to rotate backward in a case where the second rotary body24 rotates backward.

The human-powered vehicle 10 includes a front wheel and a rear wheel.The front wheel is attached to the frame 16 by a front fork 16A. Ahandlebar 16C is connected to the front fork 16A by a stem 16B. In thefollowing embodiments, the rear wheel will be described as the drivewheel 14 but the front wheel can be the drive wheel 14.

A human-powered vehicle control system 30 includes an electric component32, a battery 34, and a control device 50. In one example, the electriccomponent 32 includes a motor 36. The electric component 32 includes amotor 36 and a drive circuit 38. Preferably, the motor 36 and the drivecircuit 38 are provided on the same housing 40. The housing 40 isprovided on the frame 16. The drive circuit 38 controls the electricpower supplied from the battery 34 to the motor 36. The drive circuit 38is connected to the electronic controller 52 of the control device 50 soas to perform communication through a wired or wireless connection. Thedrive circuit 38 is configured to communicate with the electroniccontroller 52 through, for example, power line communication (PLC). Thedrive circuit 38 is configured to communicate with the electroniccontroller 52 through, for example, serial communication. The drivecircuit 38 drives the motor 36 in correspondence with a control signalfrom the electronic controller 52. The motor 36 assists in propulsion ofthe human-powered vehicle 10. The motor 36 includes an electric motor.The motor 36 transmits rotation to the front wheel or a transmissionpath of the human drive force H extending from the pedals 18 to the rearwheel. The motor 36 is provided on the frame 16, the rear wheel, or thefront wheel of the human-powered vehicle 10. In one example, the motor36 is coupled to a power transmission path extending from the crankshaft12 A to the first rotary body 22. Preferably, a one-way clutch isprovided on the power transmission path between the motor 36 and thecrankshaft 12A so that the motor 36 is not rotated by the rotationalforce of the crank 12 in a case where the crankshaft 12A is rotated inthe direction in which the human-powered vehicle 10 moves forward. Thehousing 40 provided with the motor 36 and the drive circuit 38 can beprovided with components other than the motor 36 and the drive circuit38 such as a speed reducer that decelerates and outputs the rotation ofthe motor 36.

The battery 34 includes one or more battery cells. The battery cellincludes a rechargeable battery. The battery 34 is provided on thehuman-powered vehicle 10 and supplies power to other electric parts,such as the motor 36 and the control device 50, which are electricallyconnected to the battery 34 by a wire. The battery 34 is connected tothe electronic controller 52 so as to perform communication through awired or wireless connection. The battery 34 is configured tocommunicate with the electronic controller 52 through, for example, PLC.The battery 34 can be attached to the outside of the frame 16 or be atleast partially accommodated inside the frame 16.

The control device 50 includes the electronic controller 52. In oneexample, the control device 50 further includes at least one of astorage 54, a first operation unit 56, a second operation unit 58, avehicle speed sensor 60, a torque sensor 62, an inclination sensor 64, asteering angle sensor 66, and a communication device 68. FIG. 2 shows anexample of a configuration in which the control device 50 includes thestorage 54, the first operation unit 56, the second operation unit 58,the vehicle speed sensor 60, the torque sensor 62, the inclinationsensor 64, the steering angle sensor 66, and the communication device68.

The first operation unit 56 is an operation unit capable of inputtingthe road surface state of the road on which the human-powered vehicle 10travels. An example of the first operation unit 56 is a cycle computer,which includes at least one user input. The first operation unit 56 isconnected to the electronic controller 52 so as to be able tocommunicate in a wired or wireless manner. The first operation unit 56outputs to the electronic controller 52 information of the road surfacestate of the road on which the human-powered vehicle 10 travels, whichis the operation information. An example of the information of the roadsurface state of the road on which the human-powered vehicle 10 travelsis the road surface resistance of the road.

The second operation unit 58 is a brake operation unit for braking thehuman-powered vehicle 10. The second operation unit 58 is provided onthe handlebar. The second operation unit 58 is connected to an electricbrake device (not shown) that brakes the human-powered vehicle 10 in awireless or wired manner. The second operation unit 58 is connected tothe electronic controller 52 so as to be able to communicate in awireless or wired manner. The second operation unit 58 outputsinformation to the electronic controller 52 of a braking operationperformed on the human-powered vehicle 10.

The vehicle speed sensor 60 detects the rotational speed of the wheel.The vehicle speed sensor 60 is electrically connected to the electroniccontroller 52 in a wired or wireless manner. The vehicle speed sensor 60is connected to the electronic controller 52 so as to performcommunication through a wired or wireless connection. The vehicle speedsensor 60 outputs a signal in correspondence with the rotational speedof the wheel to the electronic controller 52. The electronic controller52 calculates the vehicle speed V of the human-powered vehicle 10 basedon the rotational speed of the wheel. The vehicle speed sensor 60preferably includes a magnetic reed of a reed switch or a Hall element.The vehicle speed sensor 60 can be mounted on a chain stay of the frame16 to detect a magnet attached to the rear wheel or can be provided onthe front fork 16A to detect a magnet attached to the front wheel.

The torque sensor 62 is provided on the housing 40 on which the motor 36is provided. The torque sensor 62 detects the human drive force H inputto the crank 12. The torque sensor 62 is provided, for example, on thepower transmission path at the upstream side of the first one-way clutchin. The torque sensor 62 includes a strain sensor, a magnetostrictivesensor, or the like. The strain sensor includes a strain gauge. In acase where the torque sensor 62 includes a strain sensor, the strainsensor is provided on the outer circumferential portion of the rotarybody included in the power transmission path. The torque sensor 62 caninclude a wireless or wired communication unit. The communication unitof the torque sensor 62 is configured to communicate with the electroniccontroller 52. The torque sensor 62 outputs a signal in correspondencewith the human drive force H to the electronic controller 52.

The inclination sensor 64 includes at least one of a gyro sensor and anacceleration sensor, for example. The inclination sensor 64 is provided,for example, on the frame 16 or the housing 40 to detect the inclinationin the roll direction of the human-powered vehicle 10. The inclinationsensor 64 is connected to the electronic controller 52 so as to becapable of communicating in a wireless or wired manner. The inclinationsensor 64 outputs a signal corresponding to the inclination in the rolldirection of the human-powered vehicle 10 to the electronic controller52.

The steering angle sensor 66 includes, for example, a potentiometer. Thesteering angle sensor 66 is provided, for example, on the head tube todetect a relative rotation angle (handlebar steering angle) between thehead tube and a steering column to which the handlebar is connected. Thesteering angle sensor 66 is connected to the electronic controller 52 soas to be capable of communicating in a wireless or wired manner. Thesteering angle sensor 66 outputs a signal in correspondence with thehandlebar steering angle to the electronic controller 52.

The communication device 68 includes a global positioning system (GPS)receiver and is configured to be connected to the Internet. Thecommunication device 68 acquires at least one of map data for where thehuman-powered vehicle 10 travels, gradient of the road surface on whichthe human-powered vehicle 10 travels, and state of the road surface fromthe GPS and the Internet. The communication device 68 does not have tobe connected to the Internet in which case the storage 54 or some otherstorage included in the communication device 68 stores the map data. Thecommunication device 68 is connected to the electronic controller 52 soas to be capable of communicating in a wireless or wired manner.

The electronic controller 52 includes at least one processor thatexecutes a control program set in advance. The processor is, forexample, a central processing unit (CPU) or a micro-processing unit(MPU). The electronic controller 52 can include one or moremicrocomputers. The electronic controller 52 is preferably amicrocomputer that includes one or more processors. The electroniccontroller 152 is formed of one or more semiconductor chips that aremounted on a printed circuit board. The term “electronic controller” asused herein refers to hardware that executes a software program. Thememory or storage 54 stores various control programs and informationused for various control processes. The storage 54 is any computerstorage device or any computer readable medium with the sole exceptionof a transitory, propagating signal. The storage 54 includes, forexample, a nonvolatile memory and a volatile memory. The nonvolatilememory includes, for example, a Read Only Memory (ROM), a hard disk, anda flash memory. The volatile memory includes, for example, a RandomAccess Memory (RAM). The electronic controller 52 and the storage 54 areprovided, for example, on the housing 40 in which the motor 36 isprovided.

The electronic controller 52 controls the electric component 32 of thehuman-powered vehicle 10. The electronic controller 52 controls themotor 36 that assists in the propulsion of the human-powered vehicle 10in correspondence with the human drive force H. The electroniccontroller 52 executes basic control for executing and stoppingassistance by the motor 36 in correspondence with the traveling speed(vehicle speed V) of the human-powered vehicle 10. In the basic control,in a case where the human-powered vehicle 10 is less than apredetermined speed VA that is higher than 0 km/h, the electroniccontroller 52 controls the assistance by the motor 36 in correspondencewith the human drive force H. The electronic controller 52 does notassist the propulsion of the human-powered vehicle 10 in a case wherethe human-powered vehicle 10 is greater than or equal to thepredetermined speed VA.

FIG. 3 is a flowchart showing an example of the basic control. As shownin FIG. 3, the electronic controller 52 acquires the vehicle speed V andthe human drive force H in step S11. In step S12, the electroniccontroller 52 determines whether or not the vehicle speed V is less thanthe predetermined speed VA. An example of the predetermined speed VA is,for example, 24 km/h, 25 km/h, or 45 km/h. In a case where the vehiclespeed V is less than the predetermined speed VA (step S12: YES), theelectronic controller 52 controls the motor 36 in correspondence withthe acquired human drive force H in step S13. In a case where thevehicle speed V is greater than or equal to the predetermined speed VA(step S12: NO), the electronic controller 52 does not assist thepropulsion of the human-powered vehicle 10 in step S14. In one example,the electronic controller 52 does not drive the motor 36 in a case wherethe human-powered vehicle 10 is traveling at a traveling speed (vehiclespeed V) exceeding the predetermined speed VA. In this case, forexample, the rotation speed of the motor 36 is 0 rpm. In the basiccontrol of FIG. 3, the human drive force H can be acquired between stepS12 and step S13.

Change Control

The electronic controller 52 executes a change control for changing thepredetermined speed VA in correspondence with at least one of the stateof the human-powered vehicle 10 and the state of the road on which thehuman-powered vehicle 10 travels. The change control includes a firstchange control, a second change control, and a third change control. Inthe first change control, the electronic controller 52 changes thepredetermined speed VA in correspondence with the state of thehuman-powered vehicle 10. In the second change control, the electroniccontroller 52 changes the predetermined speed VA in correspondence withthe state of the road. In the third change control, the electroniccontroller 52 changes the predetermined speed VA in correspondence withthe information of the road in the map data (road is straight or theroad is curve). The first change control, the second change control, andthe third change control are repeatedly executed at predetermined timeintervals.

First Change Control

The state of the human-powered vehicle 10 includes a first state and asecond state differing from the first state. The first state is a statein which the traveling speed of the human-powered vehicle 10 can beraised or a state in which the user wishes to raise the traveling speedof the human-powered vehicle 10. The second state is a state in which itis preferable to limit the traveling speed of the human-powered vehicle10 or a state in which the traveling speed of the human-powered vehicle10 can be limited.

The state of the human-powered vehicle 10 includes at least one of thestate of the traveling speed of the human-powered vehicle 10, the stateof the angle of the human-powered vehicle 10, the state of the handlebarsteering angle of the human-powered vehicle 10, and the turning state ofthe human-powered vehicle 10. The angle of the human-powered vehicle 10includes at least one of a yaw angle, a pitch angle, and a roll angle.In the present embodiment, the roll angle is used as the angle of thehuman-powered vehicle 10 by the inclination sensor 64.

The electronic controller 52 determines the state of the traveling speedof the human-powered vehicle 10 in correspondence with the informationof the vehicle speed V detected by the vehicle speed sensor 60. Theelectronic controller 52 determines the state of the angle of thehuman-powered vehicle 10 in correspondence with the information of theinclination in the roll direction of the human-powered vehicle 10detected by the inclination sensor 64. The electronic controller 52determines the state of the handlebar steering angle of thehuman-powered vehicle 10 in correspondence with the information of thehandlebar steering angle detected by the steering angle sensor 66. Theelectronic controller 52 determines the turning state of thehuman-powered vehicle 10 in correspondence with at least one of theangle of the human-powered vehicle 10 and the handlebar steering angleof the human-powered vehicle 10 and the traveling speed of thehuman-powered vehicle 10. In one example, the electronic controller 52determines the turning state of the human-powered vehicle 10 incorrespondence with the information of the inclination in the rolldirection of the human-powered vehicle 10 detected by the inclinationsensor 64, the information of the handlebar steering angle detected bythe steering angle sensor 66, and the information of the vehicle speed Vdetected by the vehicle speed sensor 60.

The first state and the second state serving as states of thehuman-powered vehicle 10 includes the first state and the second stateserving as the states of the traveling speed of the human-poweredvehicle 10, the first state and the second state serving as the statesof the angle of the human-powered vehicle 10, the first state and thesecond state serving as the states of the handlebar steering angle ofthe human-powered vehicle 10, and the first state and the second stateserving as the turning states of the human-powered vehicle 10.

In the first change control, the electronic controller 52 sets thepredetermined speed VA to a first predetermined speed VA1 in the firststate and sets the predetermined speed VA to a second predeterminedspeed VA2 that is lower than the first predetermined speed VA1 in thesecond state. The first predetermined speed VA1 is a fixed value. Thesecond predetermined speed VA2 is a variable value. In the case of thefirst state, the electronic controller 52 drives the motor 36 incorrespondence with the human drive force H in a case where thetraveling speed of the human-powered vehicle 10 is less than the firstpredetermined speed VA1, and does not assist the propulsion of thehuman-powered vehicle 10 in a case where the traveling speed of thehuman-powered vehicle 10 is greater than or equal to the firstpredetermined speed VA1. In the case of the second state, the electroniccontroller 52 drives the motor 36 in correspondence with the human driveforce H in a case where the traveling speed of the human-powered vehicle10 is less than the second predetermined speed VA2, and does not assistthe propulsion of the human-powered vehicle 10 in a case where thetraveling speed of the human-powered vehicle 10 is greater than or equalto the second predetermined speed VA2.

FIG. 4 is a flowchart showing an example of the first change control. Asshown in FIG. 4, the electronic controller 52 acquires the state of thehuman-powered vehicle 10 in step S21. The electronic controller 52determines whether or not the state of the human-powered vehicle 10 isin the first state in step S21. In a case where the state of thehuman-powered vehicle 10 is in the first state (step S22: YES), theelectronic controller 52 sets the predetermined speed VA to the firstpredetermined speed VA1 in step S23. An example of the firstpredetermined speed VA1 is 24 km/h or 25 km/h. In a case where the stateof the human-powered vehicle 10 is in the second state (step S22: NO),the electronic controller 52 sets the predetermined speed VA to thesecond predetermined speed VA2 in step S24.

The second predetermined speed VA2 is set by, for example, the followingfirst to third setting methods. In the first setting method, theelectronic controller 52 sets the traveling speed of the human-poweredvehicle 10 at the time point in which the human-powered vehicle 10enters the second state to the second predetermined speed VA2 in a casewhere the human-powered vehicle 10 enters the second state. That is, theelectronic controller 52 sets the vehicle speed V detected by thevehicle speed sensor 60 to the second predetermined speed VA2 at a timepoint in which the human-powered vehicle 10 enters the second state.

In the second setting method, in a case where the human-powered vehicle10 enters the second state, the electronic controller 52 sets an averagevalue of the traveling speed of the human-powered vehicle 10 in a periodfrom the time point in which the human-powered vehicle 10 starts thesecond state until a predetermined time before to the secondpredetermined speed VA2. The electronic controller 52 calculates theaverage value of the vehicle speed V detected in the period from thevehicle speed V detected by the vehicle speed sensor 60 at the time thehuman-powered vehicle 10 entered the second state to the predeterminedsampling period of the vehicle speed sensor 60. The period from thevehicle speed V detected by the vehicle speed sensor 60 at the timepoint in which the human-powered vehicle 10 entered the second state tothe predetermined sampling period of the vehicle speed sensor 60 is aperiod from immediately before the human-powered vehicle 10 enters thesecond state until the human-powered vehicle 10 reaches the secondstate. The period can be changed to any period.

In the third setting method, in a case where the human-powered vehicle10 enters the second state, the electronic controller 52 sets an averagevalue of the traveling speed of the human-powered vehicle 10 in a casethe human-powered vehicle 10 traveled over a distance from apredetermined location to a location where the human-powered vehicle 10entered the second state to the second predetermined speed VA2. Theelectronic controller 52 can acquire the distance from the predeterminedlocation to the location where the human-powered vehicle 10 entered thesecond state based on the map data of the communication device 68. Theelectronic controller 52 sets the average value of the plurality ofvehicle speeds V detected by the vehicle speed sensor 60 to the secondpredetermined speed VA2 in the distance from the predetermined locationto the location where the human-powered vehicle 10 entered the secondstate.

Specific examples of the first change control will now be described withreference to FIGS. 5 to 7. In the first example of the first changecontrol, the angle of the human-powered vehicle 10 is used as the stateof the human-powered vehicle 10. The electronic controller 52 varies thepredetermined speed VA in correspondence with the angle of thehuman-powered vehicle 10. Specifically, the electronic controller 52sets the predetermined speed VA to the first predetermined speed VA1 ina case where the roll angle serving as the angle of the human-poweredvehicle 10 is less than the first roll angle, and sets the predeterminedspeed to the second predetermined speed VA2 that is lower than the firstpredetermined speed VA1 in a case where the roll angle is greater thanor equal to the first roll angle.

FIG. 5 is a flowchart showing the first example of the first changecontrol. As shown in FIG. 5, the electronic controller 52 acquires theroll angle of the human-powered vehicle 10 as the angle of thehuman-powered vehicle 10 in step S31. Information of the roll angle ofthe human-powered vehicle 10 detected by the inclination sensor 64 isused as the roll angle of the human-powered vehicle 10. The electroniccontroller 52 determines whether or not the roll angle is less than thefirst roll angle in step S32. The first roll angle is a value fordetermining whether the state of the human-powered vehicle 10 is thefirst state or the second state based on the state of the angle of thehuman-powered vehicle 10. The first roll angle is set in advance throughexperiments or the like. In a case where the roll angle is less than thefirst roll angle (step S32: YES), the electronic controller 52 sets thepredetermined speed VA to the first predetermined speed VA1 in step S33.In a case where the roll angle is greater than or equal to the firstroll angle (step S32: NO), the electronic controller 52 sets thepredetermined speed VA to the second predetermined speed VA2 in stepS34.

In the second example of the first change control, the handlebarsteering angle of the human-powered vehicle 10 is used as the state ofthe human-powered vehicle 10. The electronic controller 52 sets thepredetermined speed VA to the first predetermined speed VA1 in a casewhere the handlebar steering angle of the human-powered vehicle 10 isless than the first steering angle, and sets the predetermined speed VAto the second predetermined speed VA2 in a case where the handlebarsteering angle is greater than or equal to the first steering angle.

FIG. 6 is a flowchart showing the second example of the first changecontrol. As shown in FIG. 6, the electronic controller 52 acquires thehandlebar steering angle of the human-powered vehicle 10 in step S41.Information of the handlebar steering angle of the human-powered vehicle10 detected by the steering angle sensor 66 is used as the handlebarsteering angle of the human-powered vehicle 10. The electroniccontroller 52 determines whether or not the handlebar steering angle isless than the first steering angle in step S42. The first steering angleis a value for determining whether the state of the human-poweredvehicle 10 is the first state or the second state based on the state ofthe angle of the human-powered vehicle 10. The first steering angle isset in advance through experiments or the like. In a case where thehandlebar steering angle is less than the first steering angle (stepS42: YES), the electronic controller 52 sets the predetermined speed VAto the first predetermined speed VA1 in step S43. In a case where thehandlebar steering angle is greater than or equal to the first steeringangle (step S42: NO), the electronic controller 52 sets thepredetermined speed VA to the second predetermined speed VA2 in stepS44.

In the third example of the first change control, a plurality of states,that is, at least one of the angle of the human-powered vehicle 10 andthe handlebar steering angle of the human-powered vehicle 10 and thetraveling speed of the human-powered vehicle 10 are used as the state ofthe human-powered vehicle 10. The electronic controller 52 varies thepredetermined speed VA in correspondence with at least one of thehandlebar steering angle of the human-powered vehicle 10 and the angleof the human-powered vehicle 10 and the traveling speed of thehuman-powered vehicle 10. The electronic controller 52 determines theturning state of the human-powered vehicle 10 in correspondence with atleast one of the handlebar steering angle of the human-powered vehicle10 and the angle of the human-powered vehicle 10 and the traveling speedof the human-powered vehicle 10. The electronic controller 52 varies thepredetermined speed VA in a case where the human-powered vehicle 10 isin the turning state.

As a method of varying the predetermined speed VA, there are, forexample, first to third varying methods. In the first varying method, ina case where the human-powered vehicle 10 is in the turning state, theelectronic controller 52 sets the predetermined speed VA to thetraveling speed of the human-powered vehicle 10 at a time point in whichthe turning state of the human-powered vehicle 10 started. That is, in acase where the human-powered vehicle 10 is in the turning state, theelectronic controller 52 sets the second predetermined speed VA2 to thetraveling speed of the human-powered vehicle 10 at a time point in whichthe turning state of the human-powered vehicle 10 started. As thetraveling speed of the human-powered vehicle 10 at the time point inwhich the turning state of the human-powered vehicle 10 started, theelectronic controller 52 acquires, for example, the traveling speed ofthe human-powered vehicle 10 at the time point immediately before thehuman-powered vehicle 10 enters the curve based on the map data from thecommunication device 68.

In the second varying method, in a case where the human-powered vehicle10 is in the turning state, the electronic controller 52 sets thepredetermined speed VA to an average value of the traveling speed of thehuman-powered vehicle 10 for a period from a time point in which theturning state of the human-powered vehicle 10 started until apredetermined time. That is, in a case where the human-powered vehicle10 is in the turning state, the electronic controller 52 sets the secondpredetermined speed VA2 to an average value of the traveling speed ofthe human-powered vehicle 10 for a period from the time point in whichthe turning state of the human-powered vehicle 10 started until apredetermined time. The electronic controller 52 calculates the averagevalue of the vehicle speed V detected in the period from the vehiclespeed V detected by the vehicle speed sensor 60 at the time point inwhich the turning state of the human-powered vehicle 10 started to apredetermined sampling period of the vehicle speed sensor 60. The periodfrom the vehicle speed V detected by the vehicle speed sensor 60 at thetime point in which the turning state of the human-powered vehicle 10started to the predetermined sampling period of the vehicle speed sensor60 is a period from immediately before the human-powered vehicle 10enters the curve until the human-powered vehicle 10 enters the curve.

In the third varying method, in a case where the human-powered vehicle10 is in the turning state, the electronic controller 52 sets an averagevalue of the traveling speed of the human-powered vehicle 10 for a casewhere the human-powered vehicle 10 travels over a distance from apredetermined location to a location where the human-powered vehicle 10starts the turning state to the predetermined speed VA. That is, in thecase where the human-powered vehicle 10 is in the turning state, theelectronic controller 52 sets an average value of the traveling speed ofthe human-powered vehicle 10 for a case where the human-powered vehicle10 travels over a distance from the predetermined location to thelocation where the human-powered vehicle 10 starts the turning state tothe second predetermined speed VA2. The electronic controller 52 canacquire the distance from the predetermined location to the locationwhere the human-powered vehicle 10 starts the turning state based on themap data of the communication device 68. The electronic controller 52sets the average value of the plurality of vehicle speeds V detected bythe vehicle speed sensor 60 as the second predetermined speed VA2 at thedistance from the predetermined location to the location where thehuman-powered vehicle 10 starts the turning state.

FIG. 7 is a flowchart showing the third example of the first changecontrol. As shown in FIG. 7, the electronic controller 52 acquires theroll angle serving as the angle of the human-powered vehicle 10 and thevehicle speed V serving as the traveling speed of the human-poweredvehicle 10 in step S51. Information of the roll angle of thehuman-powered vehicle 10 detected by the inclination sensor 64 is usedas the roll angle of the human-powered vehicle 10, and information ofthe traveling speed of the human-powered vehicle 10 detected by thevehicle speed sensor 60 is used as the vehicle speed V of thehuman-powered vehicle 10.

The electronic controller 52 determines whether or not the human-poweredvehicle 10 is in the turning state in step S52. For example, theelectronic controller 52 determines that the human-powered vehicle 10 isin the turning state in a case where the roll angle is greater than orequal to the first roll angle and the vehicle speed V is greater than orequal to the first speed. The electronic controller 52 determines thatthe human-powered vehicle 10 is not in the turning state in a case wherethe roll angle is less than the first roll angle or the vehicle speed Vis less than the first speed.

In a case where the human-powered vehicle 10 is in the turning state(step S52: YES), the electronic controller 52 sets the predeterminedspeed VA to the second predetermined speed VA2 in step S53. In a casewhere the human-powered vehicle 10 is not in the turning state (stepS52: NO), the electronic controller 52 sets the predetermined speed VAto the first predetermined speed VA1 in step S54.

Second Change Control

In the second change control, the state of the road surface of the roadon which the human-powered vehicle 10 travels is used. As the state ofthe road surface of the road, information of the state of the roadsurface of the road operated by the first operation unit 56 is used. Anexample of the information of the state of the road surface of the roadis a road surface resistance value of the road. In the second changecontrol, the electronic controller 52 varies the predetermined speed VAin correspondence with the road surface resistance of the road. Theelectronic controller 52 has a plurality of road surface resistancevalues that are selectable in correspondence with the road. Theplurality of road surface resistance values can be stored in, forexample, the storage 54. The road can be, for example, one of on-roadand off-road. On-road refers to a road of which the surface has a smallunevenness like a paved road and of which the road surface resistancevalue is small. Off-road refers to a road of which the surface has alarge unevenness like a rocky road or a dirt road and of which the roadsurface resistance value is large. The electronic controller 52 has aroad surface resistance value corresponding to the on-road and a roadsurface resistance value corresponding to the off-road. The useroperates the first operation unit 56 to select the road surfaceresistance value corresponding to the on-road or the road surfaceresistance value corresponding to the off-road. The selection of theroad surface resistance value corresponding to the on-road and the roadsurface resistance value corresponding to the off road by the firstoperation unit 56 is preferably performed while the traveling of thehuman-powered vehicle 10 is stopped. The user can select the roadsurface resistance value corresponding to the on-road and the roadsurface resistance value corresponding to the off-road by the firstoperation unit 56 while riding the human-powered vehicle 10.

FIG. 8 is a flowchart showing an example of the second change control.As shown in FIG. 8, the electronic controller 52 acquires the roadsurface resistance value of the road in step S61. The electroniccontroller 52 sets the road surface resistance value of the roadselected by the first operation unit 56 as the road surface resistancevalue of the road on which the human-powered vehicle 10 travels.

The electronic controller 52 determines whether or not the road surfaceresistance value is the road surface resistance value of off-road instep S62. In a case where the road surface resistance value is the roadsurface resistance value of off-road (step S62: YES), the electroniccontroller 52 sets the predetermined speed VA to the secondpredetermined speed VA2 in step S63. In a case where the road surfaceresistance value is not the road surface resistance value of off-road(step S62: NO), for example, in a case where the road surface resistancevalue is the road surface resistance value of the on-road, theelectronic controller 52 sets the predetermined speed VA to the firstpredetermined speed VA1 in step S64.

Third Change Control

In the third change control, the road includes a curve, and theelectronic controller 52 varies the predetermined speed VA in a casewhere the human-powered vehicle 10 approaches the curve.

FIG. 9 is a flowchart showing an example of the third change control. Asshown in FIG. 9, the electronic controller 52 acquires the map data instep S71. The electronic controller 52 can recognize information (roadstraight or curve) of the road on which the current human-poweredvehicle 10 is traveling by acquiring the map data from the communicationdevice 68.

The electronic controller 52 determines whether or not the human-poweredvehicle 10 is approaching a curve in step S72. For example, in a casewhere a curve is present ahead of the traveling human-powered vehicle 10and the curve is separated by a predetermined distance from thehuman-powered vehicle 10, the electronic controller 52 determines thatthe human-powered vehicle 10 is approaching a curve. An example of thepredetermined distance is two meters.

In a case where the human-powered vehicle 10 is approaching a curve(step S72: YES), the electronic controller 52 sets the predeterminedspeed VA to the second predetermined speed VA2 in step S73. In a casewhere the human-powered vehicle 10 is not approaching a curve (step S72:NO), the electronic controller 52 sets the predetermined speed VA to thefirst predetermined speed VA1 in step S74.

The electronic controller 52 can execute at least one of the firstchange control, the second change control, and the third change control.In a case where more than one of the first change control, the secondchange control, and the third change control are executed, theelectronic controller 52 can execute the multiple change controlssimultaneously or can execute the multiple change controls at differenttimes. In addition, in a case of executing where multiple changecontrols are executed, the electronic controller 52 can repeat thechange controls in cycles that are the same for all of the changecontrols or repeat the change controls in cycles that differ between thechange controls. In a case where the electronic controller 52 executesmultiple change controls and sets the predetermined speed VA to thesecond predetermined speed VA2 in any one of the change controls,priority is given to the setting of the predetermined speed VA to thesecond predetermined speed VA2 even if another change control sets thepredetermined speed VA to the first predetermined speed VA1.

Second Embodiment

The control device 50 according to a second embodiment will now bedescribed with reference to FIG. 10. The control device 50 of thepresent embodiment differs from the control device 50 of the firstembodiment in the contents of the change control. In the descriptionhereafter, same reference numerals are given to those components thatare the same as the corresponding components of the human-poweredvehicle 10 in accordance with the first embodiment. Such components willnot be described in detail.

The electronic controller 52 of the control device 50 in accordance withthe present embodiment executes a change control of varying thepredetermined speed VA during at least part of a period from a timepoint in which the turning state of the human-powered vehicle 10 starteduntil a time point in which the turning state ended. In one example, inthe change control, the electronic controller 52 varies thepredetermined speed VA in correspondence with a stable state of thehuman-powered vehicle 10 in a case where the human-powered vehicle 10 isin the turning state. The stable state includes a state in which thehuman-powered vehicle 10 is oversteering in the turning state, a statein which the human-powered vehicle is understeering in the turningstate, and a stable traveling state in which the oversteering or theundersteering has been reduced. In the change control, the electroniccontroller 52 calculates the stable state of the human-powered vehicle10 in correspondence with the traveling speed of the human-poweredvehicle 10 and at least one of the handlebar steering angle of thehuman-powered vehicle 10, the angle of the human-powered vehicle 10, andthe wheelbase of the human-powered vehicle 10. The electronic controller52 varies the predetermined speed VA based on the stable state. Afterthe human-powered vehicle 10 ends the turning state, the electroniccontroller 52 varies the predetermined speed VA, which has been changedin the turning state, to the predetermined speed VA before the change.

The electronic controller 52 performs the determination of theoversteering state, the understeering state, and the stable travelingstate in the following manner. The electronic controller 52 uses a firstestimated radius RC1, which is a turning radius in a case where thehuman-powered vehicle 10 turns in a state immediately before enteringthe turning state, and a second estimated radius RC2, which is a turningradius of the human-powered vehicle 10 during turning state, todetermine whether or not the human-powered vehicle 10 is in the stabletraveling state. Specifically, in a case where the first estimatedradius RC1 and the second estimated radius RC2 are equal to each other,the electronic controller 52 determines that the human-powered vehicle10 is in the stable traveling state.

A method of calculating the first estimated radius RC1 and the secondestimated radius RC2 will now be described. Generally, in a case wherethe turning state of the human-powered vehicle 10 is a state in whichthe human-powered vehicle 10 is performing cornering, the human-poweredvehicle 10 is sufficiently decelerated before entering the curve(corner) of the road, a constant speed is maintained withoutaccelerating or decelerating during cornering, and then thehuman-powered vehicle 10 is accelerated at a timing exiting the curve(corner). The ideal speed during the cornering based on the operation ofsuch a human-powered vehicle 10 is set as an assist upper limit speed(predetermined speed VA).

The assist upper limit speed (predetermined speed VA) for entering acurve is expressed by equation 1.

Equation 1

v_(lim)=√{square root over (μgR)}  (1)

In the equation, “v_(lim),” is the assist upper limit speed(predetermined speed VA), “μ” is the road surface resistance value, and“g” is the gravitational acceleration. Generally, the rider deceleratesthe human-powered vehicle 10 so that the speed becomes lower than orequal to the assist upper limit speed v_(lim), immediately beforeentering the curve. The first estimated radius RC1 can be calculatedfrom the above equation 1. As can be understood from equation 1, thefirst estimated radius RC1 is the turning radius in a case where thehuman-powered vehicle 10 is performing cornering at the ideal speed.

In addition, the second estimated radius RC2 can be calculated from theinclination sensor 64 and the vehicle speed sensor 60 in a case wherethe human-powered vehicle 10 is performing cornering.

The second estimated radius RC2 is expressed by equation 2.

$\begin{matrix}{{Equation}\mspace{14mu} 2} & \; \\{R = \frac{v^{2}\tan \; \theta}{g}} & (2)\end{matrix}$

In the equation, “v” is the traveling speed of the human-powered vehicle10, and “θ” is the roll angle.

In a case where the first estimated radius RC1 and the second estimatedradius RC2 differ from each other, the electronic controller 52determines whether the human-powered vehicle 10 is in an oversteeringstate or an understeering state based on the stability factor, which isthe steering characteristic of the human-powered vehicle 10.

The stability factor is expressed by equation 3.

$\begin{matrix}{{Equation}\mspace{14mu} 3} & \; \\{K_{\delta} = {{\delta \frac{\pi \; R}{180\; {lv}^{2}}} - 1}} & (3)\end{matrix}$

In the equation, “Kδ” is a stability factor, “1” is a wheelbase, and “δ”is a handlebar steering angle.

A method for varying the predetermined speed VA will now be described.The electronic controller 52 varies the predetermined speed VA so thatthe stable state of the human-powered vehicle 10 approaches the stabletraveling state. Specifically, the electronic controller 52 lowers thepredetermined speed VA in a case where the stable state is in anundersteering state. The electronic controller 52 raises thepredetermined speed VA in a case where the stable state is in anoversteering state. The electronic controller 52 does not vary thepredetermined speed VA in a case where the stable state is in the stabletraveling state.

Specifically, the electronic controller 52 varies the predeterminedspeed VA so that the stability factor Kδ in the above equation 3 becomes0. In this case, the predetermined speed VA corresponds to “v” in theabove equation 3. In a case where the stable state is in theundersteering state, since the stability factor Kδ is a negative value,the stability factor Kδ approaches 0 by lowering “v” in the aboveequation 3, that is, by lowering the predetermined speed VA. In a casewhere the stable state is in the oversteering state, since the stabilityfactor Kδ is a positive value, the stability factor Kδ approaches 0 byraising “v” in the above equation 3, that is, by raising thepredetermined speed VA. In a case where the stable state is in thestable traveling state, since the stability factor Kδ is 0, “v” in theabove equation 3 is not varied, that is, the predetermined speed VA isnot varied.

FIG. 10 is a flowchart showing an example of the change controlaccording to the present embodiment. As shown in FIG. 10, the electroniccontroller 52 acquires the angle and the vehicle speed V of thehuman-powered vehicle 10 in step S81. In step S82, the electroniccontroller 52 determines whether or not the human-powered vehicle 10 isin a turning state. Step S81 and step S82 are the same as step S51 andstep S52 shown in FIG. 7.

In a case where the human-powered vehicle 10 is not in the turning state(step S82: NO), the electronic controller 52 temporarily ends theprocess. In a case where the human-powered vehicle 10 is in the turningstate (step S82: YES), the electronic controller 52 calculates thestable state in step S83. Specifically, the electronic controller 52calculates the stability factor Kδ as the stable state.

In step S84 and step S85, the electronic controller 52 determines thestable state (oversteering state, understeering state, and stabletraveling state) of the human-powered vehicle 10. The electroniccontroller 52 determines the stable state in correspondence with themagnitude of the stability factor Kδ. Specifically, the electroniccontroller 52 determines whether or not the human-powered vehicle 10 isin an oversteering state in step S84. In step S85, the electroniccontroller 52 determines whether or not the human-powered vehicle 10 isin the understeering state.

In a case where the stable state is an oversteering state (step S84:YES), that is, in a case where the stability factor Kδ is a positivevalue, the electronic controller 52 raises the predetermined speed VA instep S86. In a case where the stable state is the understeering state(step S84: NO and step S85: YES), that is, in a case where the stabilityfactor Kδ is a negative value, the electronic controller 52 lowers thepredetermined speed VA in step S87. In a case where the stable state isthe stable traveling state (step S84: NO and step S85: NO), that is, ina case where the stability factor Kδ is 0, the electronic controller 52does not vary the predetermined speed VA in step S88.

Then, in step S89, the electronic controller 52 determines whether ornot the human-powered vehicle 10 has ended the turning state. Forexample, in a case where at least one of the case where the roll angleis less than the first roll angle and the case where the handlebarsteering angle is less than the first steering angle is satisfied, theelectronic controller 52 determines that the human-powered vehicle 10has ended the turning state.

In a case where the human-powered vehicle 10 has not ended the turningstate (step S89: NO), the electronic controller 52 proceeds to step S83.In a case where the human-powered vehicle 10 has ended the turning state(step S89: YES), the electronic controller 52 determines whether or notthe predetermined speed VA is varied in step S90.

In a case where the predetermined speed VA has been varied (step S90:YES), the electronic controller 52 in step S91 varies the predeterminedspeed VA to the predetermined speed VA that was set before the varying.An example of the predetermined speed VA before the varying is thepredetermined speed VA set by the electronic controller 52 immediatelybefore the human-powered vehicle 10 enters the turning state. In a casewhere the predetermined speed VA has not been varied (step S90: NO),that is, in a case where the predetermined speed VA was not varied whilethe human-powered vehicle 10 was is in the turning state, the electroniccontroller 52 temporarily ends the process.

Third Embodiment

The control device 50 of a third embodiment will now be described withreference to FIG. 11. The control device 50 of the present embodimentdiffers from the control device 50 of the first embodiment in thecontents of the change control. In the description hereafter, samereference numerals are given to those components that are the same asthe corresponding components of the human-powered vehicle 10 inaccordance with the first embodiment. Such components will not bedescribed in detail.

The change control of the present embodiment is a control in which thebraking operation of the human-powered vehicle 10 at the time thehuman-powered vehicle 10 is in a turning state is added to thedetermination condition in the third change control of the firstembodiment. As the predetermined speed VA, the electronic controller 52of the control device 50 of the present embodiment includes the firstpredetermined speed VA1, the second predetermined speed VA2 that islower than the first predetermined speed VA1, and the thirdpredetermined speed VA3 that differs from the second predetermined speedVA2. The electronic controller 52 sets the predetermined speed to thethird predetermined speed VA3 in a case where the human-powered vehicle10 approaches the curve or in a case where the human-powered vehicle 10is undergoing a braking operation during a turning state of thehuman-powered vehicle 10. In one example, the third predetermined speedVA3 is lower than the second predetermined speed VA2.

FIG. 11 is a flowchart showing an example of the change control. Asshown in FIG. 11, the electronic controller 52 acquires the map data instep S100, and determines whether or not the human-powered vehicle isapproaching the curve in step S101. Step S100 and step S101 are the sameas step S71 and step S72 of the third change control shown in FIG. 9.

In a case where the human-powered vehicle 10 is approaching a curve(step S101: YES), the electronic controller 52 sets the predeterminedspeed VA to the third predetermined speed VA 3 in step S102. In a casewhere the human-powered vehicle 10 is not approaching the curve (stepS101: NO), that is, in a case where the straight road is continuing orin a case where the human-powered vehicle 10 has already entered thecurve, the electronic controller 52 determines whether or not thehuman-powered vehicle 10 is in the turning state in step S103. Thedetermination in step S103 is the same as the determination of theturning state in step S52 shown in FIG. 7.

In a case where the human-powered vehicle 10 is not in the turning state(step S103: NO), the electronic controller 52 temporarily ends theprocess. In a case where the human-powered vehicle 10 is in the turningstate (step S103: YES), the electronic controller 52 determines whetheror not the human-powered vehicle 10 is undergoing a braking operation instep S104. The determination in step S104 is performed depending onwhether or not the second operation unit 58 is operated. In other words,in a case where the second operation unit 58 is operated, the electroniccontroller 52 determines that the human-powered vehicle 10 is undergoinga braking operation.

In a case where the human-powered vehicle 10 is undergoing a brakingoperation (step S104: YES), the electronic controller 52 proceeds tostep S102. In a case where the human-powered vehicle 10 is notundergoing a braking operation (step S104: NO), the electroniccontroller 52 sets the predetermined speed VA to the secondpredetermined speed VA2 in step S105.

Fourth Embodiment

The control device 50 of a fourth embodiment will now be described withreference to FIG. 12. The control device 50 of the present embodimentdiffers from the control device 50 of the first embodiment in thecontents of the change control. In the description hereafter, samereference numerals are given to those components that are the same asthe corresponding components of the human-powered vehicle 10 inaccordance with the first embodiment. Such components will not bedescribed in detail.

In the change control, the electronic controller 52 of the controldevice 50 according to the present embodiment varies the predeterminedspeed VA in a case where the human-powered vehicle 10 is undergoing abraking operation regardless of whether or not the human-powered vehicle10 is in the turning state. According to the change control of thepresent embodiment, for example, in a case where the human-poweredvehicle 10 is undergoing a braking operation while the human-poweredvehicle 10 is traveling on a hill, the motor 36 is controlled to rapidlystop the assistance of the propulsion of the human-powered vehicle 10 bythe motor 36.

The electronic controller 52 includes a first predetermined speed VA1, asecond predetermined speed VA2 that is lower than the firstpredetermined speed VA1, and a third predetermined speed VA3 thatdiffers from the second predetermined speed VA2 as the predeterminedspeed. In one example, the third predetermined speed VA3 is lower thanthe second predetermined speed VA2. In a case where the human-poweredvehicle 10 is undergoing a braking operation, the electronic controller52 sets the predetermined speed VA to the third predetermined speed VA3.

FIG. 12 is a flowchart showing an example of the change control. Asshown in FIG. 12, the electronic controller 52 determines whether or notthe human-powered vehicle 10 is undergoing a braking operation in stepS110. The determination in step S110 is similar to the determination instep S104 of the change control in the third embodiment shown in FIG.11.

In a case where the human-powered vehicle 10 is undergoing a brakingoperation (step S110: YES), the electronic controller 52 sets thepredetermined speed VA to the third predetermined speed VA3 in stepS111. Then, in step S112, the electronic controller 52 determineswhether or not the braking operation of the human-powered vehicle 10 hasended. The electronic controller 52 determines that the brakingoperation of the human-powered vehicle 10 has ended based on a changefrom a state in which the second operation unit 58 is operated to astate in which the second operation unit 58 is not operated.

In a case where the braking operation of the human-powered vehicle 10has ended (step S112: YES), the electronic controller 52 sets thepredetermined speed VA to the first predetermined speed VA1 in stepS113. In a case where the human-powered vehicle 10 is not undergoing abraking operation (step S110: NO) or the braking operation of thehuman-powered vehicle 10 is continued (step S112: NO), the electroniccontroller 52 temporarily ends the process.

Fifth Embodiment

The control device 50 of a fifth embodiment will be described withreference to FIG. 13. The control device 50 of the present embodiment isdifferent from the control device 50 of the first embodiment in thecontents of the change control. In the description hereafter, samereference numerals are given to those components that are the same asthe corresponding components of the human-powered vehicle 10 inaccordance with the first embodiment. Such components will not bedescribed in detail.

In the case where the human-powered vehicle 10 is undergoing a brakingoperation at a time the human-powered vehicle 10 is in a turning state,the electronic controller 52 of the control device 50 according to thepresent embodiment executes the change control for controlling the motor36 so as not to assist the propulsion of the human-powered vehicle 10.In one example, the electronic controller 52 does not drive the motor 36in a case where the human-powered vehicle 10 is undergoing a brakingoperation at the time the human-powered vehicle 10 is in the turningstate. The change control of the present embodiment switches between astate in which the motor 36 performs assistance in accordance with thehuman drive force H without varying the predetermined speed VA and astate in which the motor 36 is not driven.

FIG. 13 is a flowchart showing an example of the change control. Asshown in FIG. 13, the electronic controller 52 acquires the angle andthe vehicle speed V of the human-powered vehicle 10 in step S120, anddetermines whether or not the human-powered vehicle 10 is in a turningstate in step S121. Step S120 and step S121 are the same as step S51 andstep S52 in the third change control of the first embodiment shown inFIG. 7.

In a case where the human-powered vehicle 10 is in a turning state (stepS121: YES), the electronic controller 52 determines whether or not thehuman-powered vehicle 10 is undergoing a braking operation in step S122.Step S122 is the same as step S104 of the change control of the thirdembodiment shown in FIG. 11.

In a case where the human-powered vehicle 10 is undergoing a brakingoperation (step S122: YES), the electronic controller 52 stops the motor36 in step S123. In a case where the human-powered vehicle 10 is not inthe turning state (step S121: NO) or in a case where the human-poweredvehicle 10 is not undergoing a braking operation (step S122: YES), theelectronic controller 52 temporarily ends the process.

Modifications

The description related with the above embodiments exemplifies, withoutany intention to limit, applicable forms of a human-powered vehiclecontrol device according to the present disclosure. In addition to theembodiments described above, the human-powered vehicle control deviceaccording to the present disclosure is applicable to, for example,modifications of the above embodiments that are described below andcombinations of at least two of the modifications that do not contradicteach other. In the modifications described hereafter, same referencenumerals are given to those components that are the same as thecorresponding components of the above embodiments. Such components willnot be described in detail.

The change control of the second embodiment and the change control ofthe third embodiment can be combined. In one example, in a case where anegative determination is given in step S104 of the change control inthe third embodiment shown in FIG. 11, the process shifts to step S82 inthe change control of the second embodiment shown in FIG. 10 instead ofstep S105.

In the change control of the first to third embodiments, thepredetermined speed VA can be varied based on the human-powered vehicle10 undergoing a braking operation. In one example, the electroniccontroller 52 includes a first predetermined speed VA1, a secondpredetermined speed VA2 that is lower than the first predetermined speedVA1, and a third predetermined speed VA3 that differs from the secondpredetermined speed VA2 as the predetermined speed VA. The electroniccontroller 52 sets the predetermined speed VA to the third predeterminedspeed VA3 in a case where the human-powered vehicle 10 is undergoing abraking operation. In one example, the third predetermined speed VA3 islower than the second predetermined speed VA2.

The determination of whether or not the human-powered vehicle 10 is in aturning state can be performed with the map data of the communicationdevice 68. In a case where the human-powered vehicle 10 is travelingalong a curve in the map data, the electronic controller 52 determinesthat the human-powered vehicle 10 is in the turning state.

What is claimed is:
 1. A human-powered vehicle control devicecomprising: an electronic controller configured to control a motor thatassists in propulsion of a human-powered vehicle, the electroniccontroller being further configured to drive the motor in correspondencewith a human drive force upon determining a traveling speed of thehuman-powered vehicle is less than a predetermined speed that is higherthan 0 km/h, the electronic controller being further configured to varythe predetermined speed in correspondence with at least one of a stateof the human-powered vehicle and a state of a road on which thehuman-powered vehicle travels, and the electronic controller beingfurther configured to restrict assistance of the propulsion of thehuman-powered vehicle upon determining the traveling speed of thehuman-powered vehicle is greater than or equal to the predeterminedspeed.
 2. The human-powered vehicle control device according to claim 1,wherein the state of the human-powered vehicle includes a first stateand a second state that differs from the first state, and the electroniccontroller is further configured to set the predetermined speed to afirst predetermined speed while the human-powered vehicle is in thefirst state, and the electronic controller is further configured to setthe predetermined speed to a second predetermined speed that is lowerthan the first predetermined speed while the human-powered vehicle is inthe second state.
 3. The human-powered vehicle control device accordingto claim 2, wherein the first predetermined speed is a fixed value. 4.The human-powered vehicle control device according to claim 1, whereinthe electronic controller is further configured not to drive the motorupon determining the human-powered vehicle is traveling at a travelingspeed exceeding the predetermined speed.
 5. The human-powered vehiclecontrol device according to claim 1, wherein the state of thehuman-powered vehicle includes at least one of a state of the travelingspeed of the human-powered vehicle, a state of an angle of thehuman-powered vehicle, a state of a handlebar steering angle of thehuman-powered vehicle, and a turning state of the human-powered vehicle.6. The human-powered vehicle control device according to claim 1,wherein the electronic controller is further configured to vary thepredetermined speed in correspondence with the traveling speed of thehuman-powered vehicle and at least one of a handlebar steering angle ofthe human-powered vehicle and an angle of the human-powered vehicle. 7.The human-powered vehicle control device according to claim 5, whereinthe angle of the human-powered vehicle includes at least one a yawangle, a pitch angle, and a roll angle.
 8. The human-powered vehiclecontrol device according to claim 5, wherein the electronic controlleris further configured to vary the predetermined speed in correspondencewith the angle of the human-powered vehicle.
 9. The human-poweredvehicle control device according to claim 5, wherein the electroniccontroller is further configured to set the predetermined speed to afirst predetermined speed upon determining a roll angle serving as theangle of the human-powered vehicle is less than a first roll angle, andthe electronic controller is further configured to set the predeterminedspeed to a second speed that is lower than the first predetermined speedupon determining the roll angle is greater than or equal to the firstroll angle.
 10. The human-powered vehicle control device according toclaim 5, wherein the electronic controller is further configured to setthe predetermined speed to a first predetermined speed upon determiningthe handlebar steering angle of the human-powered vehicle is less than afirst steering angle, and the electronic controller is furtherconfigured to set the predetermined speed to a second speed that islower than the first predetermined speed upon determining the handlebarsteering angle is greater than or equal to the first steering angle. 11.The human-powered vehicle control device according to claim 5, whereinthe electronic controller is further configured to detect that thehuman-powered vehicle is in the turning state from the traveling speedof the human-powered vehicle and at least one of the angle of thehuman-powered vehicle and the handlebar steering angle of thehuman-powered vehicle.
 12. The human-powered vehicle control deviceaccording to claim 5, wherein the electronic controller is furtherconfigured to set the predetermined speed to the traveling speed of thehuman-powered vehicle at a point of time in which the turning state ofthe human-powered vehicle started upon determining the human-poweredvehicle is in the turning state.
 13. The human-powered vehicle controldevice according to claim 5, wherein the electronic controller isfurther configured to set the predetermined speed to an average value ofthe traveling speed of the human-powered vehicle for a period from atime point in which the turning state of the human-powered vehiclestarted until a predetermined time upon determining the human-poweredvehicle is in the turning state.
 14. The human-powered vehicle controldevice according to claim 5, wherein the electronic controller isfurther configured to set the predetermined speed to an average value ofthe traveling speed of the human-powered vehicle for a case where thehuman-powered vehicle travels over a distance from a predeterminedlocation to a location where the turning state of the human-poweredvehicle started upon determining the human-powered vehicle is in theturning state.
 15. The human-powered vehicle control device according toclaim 5, wherein the electronic controller is further configured to varythe predetermined speed during at least part of a period from a timepoint in which the turning state of the human-powered vehicle starteduntil a time point in which the turning state ended.
 16. Thehuman-powered vehicle control device according to claim 5, wherein theelectronic controller is further configured to vary the predeterminedspeed in correspondence with a stable state of the human-powered vehicleupon determining the human-powered vehicle is in the turning state. 17.The human-powered vehicle control device according to claim 16, whereinthe electronic controller is further configured to vary thepredetermined speed based on the stable state, which includes anoversteering state in which the human-powered vehicle is oversteeringwhile in the turning state, an understeering state in which thehuman-powered vehicle is understeering while in the turning state, and astable traveling state in which the oversteering or the understeeringhas been reduced.
 18. The human-powered vehicle control device accordingto claim 17, wherein the electronic controller is further configured tovary the predetermined speed so that the stable state of thehuman-powered vehicle approaches the stable traveling state.
 19. Thehuman-powered vehicle control device according to claim 17, wherein theelectronic controller is further configured to lower the predeterminedspeed upon determining the stable state is the understeering state. 20.The human-powered vehicle control device according to claim 17, whereinthe electronic controller is further configured to raise thepredetermined speed upon determining the stable state is theoversteering state.
 21. The human-powered vehicle control deviceaccording to claim 17, wherein the electronic controller is furtherconfigured not to vary the predetermined speed upon determining thestable state is the stable traveling state.
 22. The human-poweredvehicle control device according to claim 16, wherein the electroniccontroller is further configured to calculate the stable state of thehuman-powered vehicle in correspondence with the traveling speed of thehuman-powered vehicle and at least one of a handlebar steering angle ofthe human-powered vehicle, an angle of the human-powered vehicle, and awheelbase of the human-powered vehicle.
 23. The human-powered vehiclecontrol device according to claim 5, wherein the electronic controlleris further configured to vary the predetermined speed to a predeterminedspeed that was set before being varied in the turning state upondetermining the turning state of the human-powered vehicle has ended.24. The human-powered vehicle control device according to claim 1,wherein the electronic controller is further configured to vary thepredetermined speed in correspondence with a road surface resistance ofthe road.
 25. The human-powered vehicle control device according toclaim 1, further comprising storage having a plurality of road surfaceresistances that are selectable in correspondence with the road, and theelectronic controller being further configured to vary the predeterminedspeed based on a selected road surface resistance from the road surfaceresistances prestored in the storage in which the selected road surfaceresistance corresponds to the road.
 26. The human-powered vehiclecontrol device according to claim 1, wherein the electronic controlleris further configured to vary the predetermined speed as thehuman-powered vehicle approaches a curve in the road.
 27. Thehuman-powered vehicle control device according to claim 5, furthercomprising storage having first, second and third predetermined speedsprestored as the predetermined speed, the second predetermined speed islower than the first predetermined speed, and the third predeterminedspeed differs from the second predetermined speed; and the electroniccontroller being further configured to set the predetermined speed tothe third predetermined speed upon determining a braking operation isperformed on the human-powered vehicle as the human-powered vehicleapproaches a curve in the road or while the human-powered vehicle is ina turning state.
 28. The human-powered vehicle control device accordingto claim 1, wherein the electronic controller includes storage havingfirst, second and third predetermined speeds prestored as thepredetermined speed, the second predetermined speed is lower than thefirst predetermined speed, and the third predetermined speed differsfrom the second predetermined speed; and the electronic controller isfurther configured to set the predetermined speed to the thirdpredetermined speed upon determining a braking operation is performed onthe human-powered vehicle.
 29. A human-powered vehicle control devicecomprising: an electronic controller configured to control a motor thatassists in propulsion of a human-powered vehicle, the electroniccontroller being further configured to control the motor to restrictassistance of the propulsion of the human-powered vehicle upondetermining a braking operation is performed on the human-poweredvehicle while the human-powered vehicle is in a turning state.